Electric-railway system.



V W. ROBINSON. ELEOTRIO RAILWAY SYSTEM. I 'A1PLIOLTION FILED 11.11.13,1905. BEHBWBDA UG. 27, 1907.

Patented Oct. 20, 1908.

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W. ROBINSON. BLEGTRIG RAILWAY SYSTEM. Arruoynox'rnnn mn. 1a, 1905.nmmwnn we. 27, 1907.

Patented Oct.20, 1908.

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WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

Specification of Letters Patent.

Patented Oct. 20, 1908.

Application filed March 13, 1905, Serial No. 249,762. Renewed August 27,1907. Serial No. 390,379.

To all whom it may concern:

Be it known that I, WILLIAM Rounvson, a citizen of the United States,and resident of Brooklyn, in the county of Kings and State of New York,have invented a new and Improved Electric-Railway System, of which thefollowing is a specification.

My invention has particular reference to electric railways in whichalternating currents are delivered to, and utilized by, electric motorcars or locomotives.

The nature of my invention will be understood from the description whichfollows, reference being had to the accompanying drawings which form apart of this specification, in which Figure 1 is a diagram illustratingthe main features of my invention, Fig. 2 a similar diagram showing aslight variation between the relative arrangement of the main switch andthe relay controlling its operation, and Fig. 3 is a similar viewshowing a preferable arrangement for controlling the main switch bymeans of a heavier current than that illustrated in the other figures.

1, 2, represent a railroad track, and 3 a thirdrail or working conductormade in sections 4, 5 and 6, separated or insulated from one another, asshown at 7, 8 and 9.

1.0 represents a high voltage alternating current generator, from whichproceed the leaders 11, 12, to which are connected the step downtransformers 13, 14, 15, located at suitable intervals, by the wires 47,48, 49, 50, 51 and 52.

16 represents a direct current generator of comparatively low potential,and 17 a feeder proceeding therefrom, one terminal of said generatorbeing connected by the wire 18 to the return rail 2.

The service rail 1 of the track is divided into sections 19, 20, 21,insulated from one another, as shown at 22, 23, 24, 25. The feeder 17 isconnected to said respective sections of the service or track rail 1,preferably near one end of said sections, by the wires 26, 27, 28. Atthe op osite ends of said track sections, respectivel the relay magnets29, 30, 31, have their opposite terminals connected respectively, tosaid track sections 19, 20, 21, and to the opposite or return rail 2 ofthe track, by the wires 32, 33, 34, 35, 36, 37. It will be seen thenthat said rela s 29-, 30,31, are connected in multiple from t egenerator 16 to the track sections 19 20, 21 and in their lay magnets,and returning by the opposite or return rail 2. The secondaries 38, 39,40, of said transformers respectively, have one leg connected to saidtrack sections 19, 20, 21, by the wires 41, 42, 43, and the oppositelegs, respectively, to the third rail or contact sections 4, 5,6, by thewires 44, 45 and 46, through the switches 53 54, 55.

56 represents a motor car, locomotive or train driven by an alternatingcurrent motor 57. troller 58 and the current collecting shoe 59, whichmakes traveling contact with the sectional third rail 3.

The magnets 60 and 96, receiving current from the generator 61, throughthe feed wires 62, 63, and the branch conductors 7 6, 77, and 93, 94,and 93, 68 -69 control the switches 64, 65, 97, which are arranged toopen and close circuit in the legs 41, 42, 43, respectively of thesecondaries 38, 39, 40 of the transformers 13, 14, 15, as shown.

The switches 53, 75, are coupled together by the insulation 78; and inlike manner the switches 54 and 7 3; and the switches 55 and 72 aresimilarly coupled by the insulators 79 and 80 respectively. Thus each ofthe relay magnets 29, 30, 31, operates two switches opening one andclosing the other simultaneously.

The operation is as follows: When there is no car or train on thesection the relay, 29 for instance, is magnetized as its normalcondition, attracting its armature 53 and thus keeping the secondary 38on open circuit at the contacts 82, that is, there is no working orheavy current of any kind connected to the working or contact section 4thus this contact section is dead. Now let the motor car 56 enter-uponthe section 5, for instance, with the controller 58 on closed circuit,the wheels and axles close circuit between the rail section 20 and thereturn rail 2, thus short circuiting the current from the magnet 30, andthus demagnetizing said magnet, which instantly releases its armature54, thus closing circuit at the contacts 82 and connecting the leg 45 ofthe secondary 39 to the contact section 5. The closing of circuit Thecar 56 is provided with the conthrough the car controller 58 completesthe a circuit of the secondary 39 and thus fur- Ilishes working currentto the motor 57, thus driving the car 56.

It will be seen that as soon as the car 56 leaves the block 20 the shortcircuit is instantly removed from the magnet 30; the current returnsthereto, it reattracts its armature 54, thus opening circuit at thecontact points 82 and disconnecting the leg 45 of the secondary 39 fromthe contact section 5, thus rendering said section dead. WVhen themagnet 30 releases its armature and closes circuit at 82, as described,that movement also reverses the switch 73, thus opening, at the contacts83, the circuit of the magnet 60. The latter magnet then instantlyreleases its armature 65, thus opening cirouit at the contacts 84 in theleg 43 of the secondary 40. Assuming the car or train to be moving fromleft to right, it will be seen that by this arrangement when a train orcar enters upon the section 5 it instantly opens the circuit of thesecondary 40, at the contacts 84, thus cutting off the possibility ofworking current reaching a train on the preceding section. That is, adead section is always kept between two trains running on the same trackin the same direction; and even if a following train, by reason ofheadway, should enter upon the section 6 by coasting, it wouldnevertheless lose current the instant it entered upon said section,because of its supply circuit 40 being kept open at the contacts 84 bythe preceding train. Nevertheless, on entering said section 6 the trainwould actuate the circuit instrument 0, thus cutting oif current fromthe section at its rear by opening the circuit of the magnet 60 whichlatter, releasing its switch 65 would thus open the circuit of thesecondary 40 It is evident that by the means described, a car or train,whether running or stopped, or blocked for any reason, willautomatically protect itself from a rear end collision. When, however,it is desired to bring up a train or car in the rear to consolidate withor assist one ahead, this is readily done by closing the hand switch 85around the automatic switch 65, without otherwise interfering in anyrespect with the operation of the system as described. The hand switch85 may be placed at any convenient point.

While the above describes the system especially as applied to doubletrack reads, it will be understood that trains can be run in theopposite direction, when necessary, on the track as described. Thus ifthe train or car 56 be run from right to left it will receive workingcurrent from the secondary 39 until the last truck has left the section20. At that instant the circuit instrument B is reversed thus elosingcircuit through the magnet 60 and the leg 43 of the secondary 40, thuscontinuing current to the moving train. It will be noted that the firstpair of wheels entering upon the track section 21 actuates the circuitinstrument C, thus closing circuit in the leg 46 of the secondary 40.

In Fig. 2 the relay 31 is shown as directly actuating the switch 72,instead of the switch 55, thus removing said relay further away from anypossible arcing which might occur in opening the working circuit at thecontact points 86.

In Fig. 3 the switches 55 and 72 are mechanically separated and theadditional magnet 87 is introduced to directly actuate the switch 55 inthe leg 46 of the secondary 40. The magnet 87 is connected, as shown,through the switch 72 to the feeders 62, 63. I prefer this arrangementof circuits for the reason that the strength of current for operatingthe track relay 31 is necessarily very low, whereas the strength ofcurrent from the feeders 62, 63, is much greater, consequently by usingthe special magnet 87 in this connection a greater opening in theworking circuit at the points 86, and more positive action, are obtainedthan when the switch in the working circuit is actuated directly by thetrack relay. The magnets 66, which control the automatic signals 67, 68,69, also receive their operative current from said feed wires 62, 63.Said signals are controlled in one direction by the magnets 66, and inthe op osite direction by counterweights 88, and ave their circuitscontrolled, respectively, by the relays 29, 30, 31, as shown.

In connection with the circuit instrument B the signal magnet 66 isshown in series with the switch magnet 60, controlling theworking-circuit switch 65, while, in connection with the circuitinstrument A, the signal magnet 66 is shown as connected in multiplewith the magnet 60, the circuit of both magnets being opened and closedby the switch 75.

Either the series or multiple connections described may be used, asfound preferable under given conditions. An advantage of the multipleconnection, however, is that the breaking of a wire disabling one ofsaid magnets need not necessarily interfere with the roper o eration ofthe other magnet.

The signa s shown are intended to be conventional. They may be of thesemaphore or of any other desired or suitable form or construction. Asshown the signal 67, for instance, looking into the back of the signalbox 89, has its transparent, colored disk 90 in a position ofconcealment; but when a car is on the track section 19 the magnet 66 isdemagnetized, as heretofore explained, and the counterweight 88 swingssaid disk in front of the glass or bulls eye 91 in the signal box 89,thus exposing a danger or cautionary signal, as the case may be.

It will be seen that the signal is kept in the safety or concealedfilosition by the magnetization of its contro 'ng magnet and swung tothedanger position. by a. counterweight, consequently any accidentalbreaking of a signal wire might result in danger signal when there wasno danger but could not result in an indication of safety when theremight be danger; Any error therefore, through accidental derangement, itis evident, will be on the side of safety. It isto be observed,furthermore, that the opening. of the switch 75 from any cause, will notonly cut off current from. the signal magnet and expose thesignal, butwill also cut: off current from the magnet 60, thus opening. the switch64 in theworking circuit, thereby cuttingofl current from the car ortrainv 56, and automatically stopping the same Without action on thepart: of its motor man or driver.

The signals described may be placed in any desired or'required position,abreast of the section entered upon by the train, a section, or half asection, to the rear, or a section, or a. double section ahead, or inany other position as may be found. desirable or advantageous.

Resistances 92 are placed in the branch wires26, 27., 28, in order torevent a train on one track section from s ort circuiting currentcarried by the feeder 17 from any other track section.

The springs 95 areintended to retract the armature levers in. the usualway when the magnets controlling said levers are denergized.

It will be seen that when the carpasses from one section to another theworking circuit is. opened at the end of the section before it is openedat either of the described switches, consequently there can be no arcingat thecontact points. of said switches, since there is noycurrentpassing at the instant they are opened.

The handswitch 101 is inserted in, the circuit of the secondaries as anemergency switch, to be opened in emergencies, as in case of a fire, orwhen men are at WOIk. on the section with which the current feeder isconnected, thus rendering it impossible for a dangerous current to reachsaid section.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. An electric railway systemcomprising arailway track having one of itsservice rails formed. in sections insulated from one another, a sourceof current supply having one terminal connected to one of said sectionsnear its end, and the other terminalto the opposite service rail, arelay magnet hav-.

ing one terminal, connected near the opposite endof sald rail sectionand the other terminal tothe opposite service rail, thus forming aclosed rail circuit, a sectional working or contact conductor, analternating current generator, leaders. therefrom, the primary of a theexposure of a step down transformer connected to said leaders, thesecondary of said transformer having one terminal connected to one ofsald service rail sections, and the other normally disconnected,electrically, from said sectional contact conductor, a switch undercontrol of said relay, said switch being arranged to connect saidsecondary to a contact section of said sectional working conductor onthe demagnetization of said relay magnet and to disconnect saidsecondary from said contact section on the magnetization of said relay.

An electric railway system comprising a normally closed rail circuitembodying a source of current supply having its opposite terminalsconnected tothe opposite rails of said circuit and a relay magnet havingits opposite terminals connected to said opposite rails at a distancefrom said current supply terminals, a working or contact conductorformed in sections separated or insulated from one another, analternating current generator, leaders therefrom, the primary of a stepdown transformer connected to said leaders, the secondary of saidtransformer being normally disconnected from said working or contactsections, means under control of said relay for connecting saidsecondary to one of said contact sections anddisconnecting the sametherefrom, a return for said secondary, and means for controlling themagnetization and demagnetization of said magnet.

3. An electric railway system comprising a railroad track having onerail line formed in sections insulated from one another, a gen oratorhaving a leader connected in multiple tosaid track rail sections, theopposite track rail forming a return to said generator, relay magnetshaving their opposite terminals, respectively, connected to saidrespective track rail sections and to said return rail, a sectionalworking or contact conductor, a. high voltage alternating currentgenerator, lead.- ers therefrom, transformers having their primariesconnected thereto, said transformers, respectively, having one terminalnormally connected electrically to said. track rail sections, and theiropposite terminals normally electrically disconnected fromsaid contactsections, means under control of said relays for completing electrical;

sections insulated or separated from one another, a generator furnishingcurrent in multiple to said track sections, the opposite track railforming areturn to said generator, relay magnets having their oppositeterminals, respectively, connected to said rail sections and to saidreturn, a sectional Working or contact conductor, a high voltagealthesecondaries of.

ternating current generator, leaders therefrom, the primaries of stepdown transformers connected thereto, the secondaries of saidtransformers, respectively, having their opposite terminals arranged forconnection to said track sections and to said Working or contactsections, but normally disconnected electrically from the latter, aplurality of antomatic switches in the circuit of said secondaries, andmeans for actuating said switches independently of each other by trainsor cars occupying different track sections.

5. In an electric railway system a working or contact conductor formedin sections separated or insulated from one another, ahigh voltagealternating current generator, leaders therefrom, step down transformershaving their primaries connected thereto, one terminal of the respectivesecondaries of said transformers being arranged for connection to saidcontact sections but normally disconnected electrically therefrom andthe opposite terminals being normally connected detachably to returnstherefor, a plurality of electrically controlled automatic switches inthe circuits of said respective secondaries, and means for actuatingsaid switches automatically independently of one another throughindependent instrumentalities.

6. An electric railway system comprising a railroad track having onerail formed in sections insulated or separated from one an other, meansfor furnishing current to said track sections, the opposite rail forminga return for said current, relay magnets having their oppositeterminals, respectively, connected to said rail sections, and to saidreturn, a sectional working or contact conductor, a high voltagealternating current generator, leaders therefrom, step-down transformers having their primaries connected thereto, secondaries of saidtransformers, respectively, having their opposite terminals arranged forconnection to said track sections and to said working or contactsections, said secondaries being normally disconnected electrically fromsaid contact sections, and means for connecting said secondaries to saidcontact sections on demagnetizing said respective relays, the presenceof a car or train on one section operating to short-circuit the relayconnected thereto, thus connecting one of said secondaries to thesection thus occupied and simultaneously opening circuit in thesecondary connected to a different section.

7. An electric railway system comprising a railroad track having onerail formed in sections insulated or separated from one another, meansfor furnishing current to said track sections, the opposite rail forminga return for said current, relay magnets having their oppositeterminals, respectively, connected to said rail sections, and to saidreturn, a sectional working or contact conductor, a high voltagealternating current gen erator, leaders therefrom, the primaries ofstep-down transformers connected thereto, secondaries of saidtransformers, respectively, having their opposite terminals ar rangedfor connection to said track sections and to said working or contactsections, said secondaries being normally disconnected electrically fromsaid contact sections, and means for connecting said secondaries to saidcontact sections on demagnetizing said respective relays, the presenceof a car or train on one section operating to short-circuit the relayconnected thereto, thus connecting one of said secondaries to the section thus occupied and simultaneously opening circuit in the secondaryconnected to a preceding section.

8. An electric railway system comprising normally closed rail circuitsembodying sections of track, relays and a current feeder connectedthereto, a sectional working or contact conductor, a high voltagealternating current generator, leaders therefrom, step-down transformershaving their primaries connected to said leaders the secondaries of saidtransformers being normally connected to said track sections, andnormally disconnected electrically from said contact sections, switchesfor connecting said secondaries to said contact sections anddisconnecting the same therefrom, electrically controlled signals, andmeans for operating said switches and said signals simultaneously,through the magnetization and demagnetization of said relays.

9. An electric railway system comprising normally closed rail circuitsembodying sec tions of track, relay magnets and a source of currentsupply connected to said sections, a sectional working or contactconductor, a high voltage alternating current generator, leaderstherefrom, transformers having their primaries connected to saidleaders, the secondaries of said transformers being arranged forconnection to said track sections and to said working or contactsections respectively, but normally disconnected electrically from thelatter, magnetically controlled switches arranged to connect saidsecondaries to said contact sections and to disconnect the sametherefrom, and magnetically controlled signals, the magnets controllingsaid signals and said last named switches being in the same circuit,said circuit being opened and closed by a switch under control of saidrelays.

10. In an electric railway system embodying a continuously closed mainor track circuit and a sectional working or contact conductor, a sourceof working current supply, normally disconnected from said workingsections, stationary means actuated by a passing car or train forconnecting said current supply to the working sections occupied by saidcar or train, and electrically controlled means actuated by a car ortrain on one section for opening circuit in the feed connectionfurnishing current to another section, whereby a train entering upon thelatter section will be deprived of working cur rent and become dead.

11.. In an electric railway system comprising a continuously closed maincircuit, and having sectional contact or working conductors, a source ofworking current supply normally disconnected from said working sections,means for automatically connecting said current supply to said sectionsand to the return for said current, a car or train, and means undercontrol thereof for automatically preventing the delivery of workingcurrent to a working section to the rear of the section occupied by saidcar or train.

12. In an electric railway system comprising a sectional Working orcontact conductor, a source of Working current supply normallydisconnected from said sections, a plurality of independent automaticswitches for connecting said current supply operatively to saidrespective working sections, one of said switches being normally openand under control of a train or car on the section with which it isconnected, and another switch normally closed and arranged for controlby a train or car on a different section.

13. In an electric railway system comprising a sectional working orcontact conductor, a high voltage alternating current generator, leaderstherefrom, transformers hav'mg their primaries connected thereto, thesecondaries of said transformers, respectively, having one terminalarranged for connection to the working sections, but normallydisconnected therefrom, and the opposite terminal normally operativelyconnected to the return for the working current, means for connectingsaid secondaries operatively to said working sections upon the passageof a car or train thereon, and independent means for automaticallydisconnecting said secondaries operatively from said sections upon thepassage of a car or train upon a different section from that to whichsaid secondaries are directly connected.

14. In an electric railway system comprising a sectional Working orcontact conductor, a high voltage alternating current generator, leaderstherefrom, transformers having their primaries connected thereto, thesecondaries of said transformers, respectively, having one terminalarranged for connection to the working sections, but normallydisconnected therefrom, and the opposite terminal normally connectedoperativcly to the return for the working current, a plurality ofindependent, electrically controlled switches in the respective circuitsof said secondaries, each secondary having one switch normally open andanother normally closed, means for automatically closing a switch ineach secondary for connecting said secondary operatively to a section ofsaid working conductor upon the passage of a car or train upon saidsection, and means for automatically opening the circuit of saidsecondary, through an independent switch, u on the entrance of a car ortrain upon a di erent section.

15. In an electric railway system, a working or contact conductor formedin sections separated or insulated from one another, a

traction rail formed in corresponding sections separated or insulatedfrom one another, a working current feeder normally disconnected fromsaid working sections, but having one terminal arranged for connectionthereto, the opposite terminals being normally connected to therespective sections of said traction rail, a car or train, meansactuated by an independent current under control of said car or trainfor connecting said working current feeder to said respective workingsections when said car or train enters thereupon, the respectivesections of the traction rail comprising returns for the work ingcurrent feeders connected thereto.

16. An electric railway system comprising normally closed sectionaltraction rail circuits, current feeders connected to the oppo siterailsof said circuits, relay magnets having their opposite terminalsconnected to said opposite rails, a working or contact conductor formedin sections separated or insulated from one another, a propulsioncurrent feeder normally disconnected from said working sections, a caror train, means under control thereof for automatically connecting saidcurrent feeder to said working sections and disconnecting the sametherefrom, means under control of said car or train on one block foropening circuit in the propulsion current feeder arranged to furnishworking current to a section or block in the rear of that occupied bysaid train, a second or following car or train, and means under controlthereof on entering upon the last named section or block, for openingcircuit between the propulsion current feeder and the working section inthe block following the block thus entered upon by said train, the wholearranged so that each train of a series following one another willoperate to keep an electrically dead section or block betweenitself anda following train.

WILLIAM ROBINSON.

Witnesses:

GEORGE H. HALE, L. H. HoBBs.

